Railway-rail.



F. D. CARNEY.

RAILWAY RAIL.

APPLICATION FILED APR. 1. 1915.

Patented June 20, 1916.

flHEA of H540 4.63 J jm.

FIEIRANK D. GARNET, 0F STEELTON', IIPENNSYLVANM.

narLwnY-nnrn Specification of letters Patent. Patented J 1111mm 2%, llQJlfi.

Application filed April 7, 1915. Serial No. 19,695.,

' Railway-Rails; and Ido hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or figures of reference marked thereon, which forma part of this specifica tion.

My invention relates to the structure and configuration of railway rails designed to carry heavy trailic. Railway traffic loads have "been constantly increasing during recent years, so that the load on each wheel of a freight carhas within the past decade been practically doubled.

With the increase in the load on the rollingf stock the rails have been increased in.

size somewhat, that is, in the weight per yard, so as to use a stronger and larger rail to sustain these increasing loads. But this increase in the size and weight of the rails has not been proportionate to the increase in the loads they stand, so that many railroads have trouble with their rails from time to time. K

Standard gage roads carrying freight loads now customarily use. rails varying from 100 to .150 pounds per yard, 120 pounds per yard at present being considered standard weight, but these sizes have not yet been found adequate to stand the increased load.

Recently grails have been used containing nickel and chromium as toughening and hardening elements, and it is with such rails that I have experimented with a view to increasing their durability and strength; but, while rails containing nickel and chromium would have higher physlcal qualities, it is not absolutely'necessary to use steel of this ing and quenching of a rail or other large symmetncal shapes cannot be carried out in thls manner, on account of the irregularity of cooling and the excessive internal strains set up thereby. In order to be practicable, they. tempering operation must be one that does not add too much to the cost of the rail by reason of change of shape and cost of manlpulation.

Tn carrying out experiments of tempering rails of usual configuration of cross section it was found that upon quenching the hot rails as they left the-last roll pass, preparatory to drawing the temper by re-heating, cracksw'ould develop along the fillets joining the head andcbase of the rail to the web. These cracks extended in some cases quite a distance into the web and base. The problem I have solved is to obtain a rail section in Which the metal is so distributed as to avoid these cracks due to quenching. The drawing of the temper after quenching I found to have no injuriousefi'ect on the rail,

as the temperature to which the rail is reheated is not so high as the temperature of the rail when ready for quenching after leaving the rolls. After many experiments I have succeeded in avoiding the formation of these quenching cracks, which necessitates a slight increase in the amount of metal in the usual rail section, and I have found from my experiments that a rail capable of being so tempered mustfulfil the following condi-' tions: The rail must have-a cross section of such configuration that the area of the base .must be equal to or'greater than the area of the head; the radii of the top fillets, namely those joining the head and web, must be equal to or greater than one-eighth of the square root of the area of the section of the rail as measured in inches, and the radii of the bottom fillets, namely'those joining the weband base, must be equal to or greater than one-sixteenth, of the area of the section,

measured in inches.

I believe that I amthe first to makea rail capable of being quenched and the temperature drawn, the elements of whose section are designed to withstand the internal strains resulting from the quenching.

I have chosen for illustration in the drawing a rail whose weight and shape approximate the standard untempered rail now in use, and have shown the metal distributed according to my invention. v

The accompanying drawing illustrates a section of a full sized 121 pound rail, the area of the entire section being 11.90 square inches. The top fillets d shall have aradius not less than one-eighth of the square-root of 11.90; that is, one-eighth of 3.4496, or 0.431. This fillet radius has been chosen slightly greater than this, namely fiveeighths of an inch, to facilitate fishing and as a factor of safety. The radius of the lower fillet 6 shall not be less than one-sixteenth thetotal area, namely one-sixteenth of 11.90, or .744,,and for the reasons given .above has been chosen slightly greater. than the limit, namely 1.125 inches. The area of the head, a, of the rail is 4.42 square inches,

and the area of the base a 4.94 square inchestempering by quenching,-having a cross section whose base is at least equal in area to the head and Whose top fillets have a radius at least equal to one-eighth the square root of the area of the section measured in inches.

4. A steel railway rail constructed for tempering by quenching, having a cross section Whose base is at least equal in area to the area of'the head and whose bottom fillets have a radius of at least one-sixteenth the total area of the section.

5. A steel railway rail constructed for tempering by quenching, having a cross section whose base is at least equal in area to the area of the head, Whose top fillets have a radius at least equal to one-eighth the square root of the total area of the section measured in square inches and Whose bottom fillets have a radius at least equal to onesixteenth of the total area of the cross section measured in square inches.

In testimony that I claim the foregoing as my invention, I have signed my name in presence of two subscribing witnesses.

FRANK D. CARNEY.

Witnesses:

HARRY B. ROYER, ERNEST F. SWISHER. 

